Boat



c. J. BAER ET AL March 24, 1931.

BOAT

Filed May 14 Sheets-Sheet 1 mtozwu March 24, 1931. c. J. BAER ET AL BOAT 14 Sheets-Sheet 2 Filed May "30, 1950 gnoamtozg;

March 24, 1931. c. J. BAER ET AL 1,797,600

' BOAT Filed May. 20, 1930' lfijSheets-SMet 3 MHUWHW March 24, 1931- c. J. BAER ET AL BOAT 14 Sheets-Sheet 4 Filed May 20, 1930 I wuznlfo ass March 24, 1931. c J B ET AL 1,797,600

BOAT

Filed May 20, 1930 14511 1 51 5 March 24, 1931. c. J. BAER ET AL BOAT Filed May 20, 1930 14 Sheets-Sheet 6 March 24, 1931.

C. J. BAER ET AL BOAT Filed May 20, 1950 1 Sheets-Sheet 7 sat-g fitter new March 24, 1931. c J, A ET AL 1,797,600

BOAT Filed May 20, 1930 1,4 Sheets-Sheet 8 J jyw March 24, 1931. c. J. BAER ET AL BOAT Filed May 20, 1930 14 Sheets-Sheet 9 zzm March 24, 1931. I c. J. BAER ET AL BOAT Filed May 20, 1950 v Sheets-Sheet 1O March 24, 1931.

C. J. BAER ET AL v BOAT Filed May 20, 1950 14 Sheets-Sheet 11 c. J. BAER ET AL BOAT Sheets-Sheet 12 Filed May 20, 1930' v March 24, 1931.

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BOAT

Filed May 20, 1950 Sheets-Sheet l3 gymnto'osz T6? j, 2% M) March 2 1931- c. J. BAER'ET AL 1,797,600

BOAT I Filed May 20, 1930 14 Sheets-Sheet l4 G:l= L

Patented Mar. 24, 1931 UNITD STATES PATENT oFFIc.

CAR-L J. BAER AND CARL F. JEFFRIES, OF ST. LOUIS, MISSOURI BOAT 1 Application filed May 20, 1930. Serial No. 454,017.

This invention relates to boats, and more specifically to cargo units or barges adapted for the transportation of freight, particularly upon inland waterways.

One of the objects of the invention is the provision of a barge so equipped that a plurality of such barges may be quickly interconnected end to end, into fleet formation.

Another object of the invention is the provision of a barge so equipped that, when two barges are connected end to end, the water space between the ends of the connected barges may be eflectively sealed, whereby to present a substantially continuous hull and keel construction, and to prevent the inflow of water currents between the barges, thereby eliminating practically all of the end thrust and draw-back efl ects of the water contact against the ends of the barges.

A further object of the invention is the provision of a barge equipped with a pivotally mounted end portion, whereby when a plurality of such units are connected into a train, each of such end portions is adapted for pivotal movement with respect to the body of the unit, thereby facilitating the operation of fleet maneuvering.

Other objects of the invention will be made apparent in the following specifications, when read in connection with the drawings forming a part thereof.

In said drawing-s:

Fig. 1 is a fragmentary top elevation showing a plurality of interconnected barges rounding a bend in a water course.

Fig. 2 is a side elevation showing the connectedends of two barges. Fig. 3 is an enlarged perspective view of the female end of one of the barges.

Fig. 4 is a similar view showing the male 3 end of the barge.

Fig. 5 is a top plan view of the meeting ends of two barges.

' Fig. 6 is a perspective view showing the coupling mechanisms at the male end of the barge.

Fig. 7 is a perspective view illustrating the actuating members for the male coupler, in unassembled condition.

Fig. 8 is a fragmentary perspective view showing the coupling member at the female end of the barge.

Fig. 9 is a view taken in horizontalsection through the structure shown in Fig. 8.

Fig. 10 is a View taken in vertical section through the structure shown in Fig. 8. v

Fig. 11 is a' view taken in vertical section through the rear edge of the barge, and illustrating the means for vertically moving the bottom water sealing plate. 1

Fig. 12 is a front elevation of the means for vertically moving said water sealing plate.

Fig. 13 is a View taken in vertical section through the end of the barge carrying the male coupler member, and vprtically moving the bottom water sealing p ate. s

Fig. 14 is a front elevation of the means for moving said plate, taken in section on the line 14-14 of Fig. 13.

Fig. 15 is a top plan view of an overhang on the barge deck-house, illustrating means whereby the pivotally mounted pontoon may be rigidly locked to thebody of the barge.

Fig. 16 is a section taken on the line 16-16 of Fig. 15.

Fig. 17 is a view taken in vertical section through said locking mechanism.

Fig. 18 is a View taken in vertical section and showing the screw for raising and lower ing the bottom water sealing plate. Fig. 19 is a disassembled perspective view of the means for connecting said plate to said screw. r

Fig. 20 is a fragmentary disassembled perspective view showing the means for locking the pontoon member to the body of the barge.

Fig. 21 is a section taken on the line 21-21 of Fig. 13. a

Fig. 22 is a section takenon of Fig. 13.

Fig. 23 is a fragmentary section taken on the line 23-23 of Fig.13.

the line 2242 Fig. 24 is a section taken on the line 24-24 of Fig. 22.

Fig. 25 is a section taken on the line 25-25 of Fig. 13. v

Fig. 26 is a section on the line 26-26 of Fig. 3.

showing means for Fig. 27 is a section on the line 27-27 of Fig. 3.

Fig. 28 is asection on the line 2828 of Fig. 3.

Fig. 29 is a. section on the line 29-29 of Fig. 3.

Fig. Fig. 3.

Fig. 31 is a section on the line 31-3l of Fig. 3..

Fig. 31 of Fig. 2. v

Fig. 32 is an end view of one of the barges, showing, in dotted lines, means for pivotally moving the end portion thereof, and,

Fig. 33 is a top plan view of the structure shown in Fig. 32.

, Now referring specifically to the drawings, in which like reference characters indicate like parts throughout the several views, in Fig. 1 several of the barge units A are shown inoperative connection, a length of the body portion of each unit A being removed. It is to be understood that the barges may be dimensioned as desired, and constructed of any suitable material, being here shown as formed of steel plates. At the front end of each of the units A, is connected a pontoon member B, pivotally secured to the unit A by a hollow'hinge pin 10, this construction being best illustrated in Fig. 11. It is to be noted that the deck of the pontoon B lies in a plane substantially below the plane of the barge deck, hinge members 11, 11 being socured at the top and bottom portions of the barge A and pontoon B respectively, and adapted to receive the pin 10 near its upper and lower ends, bronze bushing 12 being located between the hinges 11 and the pin 10 at the top and bottom of the latter, and thrust washers 13 being positioned between the hinges 11 on the barge and on the pontoon. The top and bottomends of the hinge 10 are closed by suitably secured cap plates 14:.

A deck house 15 is rigidly mounted on forward portion of the barge A, and overhangs the deck of the pontoon, a roller 16 being trunnioned in a. bracket 17, projecting downwardly from the forward end of the deck house and positioned on the longitudinal central axis of the latter. The roller seats on a metallic track 18, laid on the pontoon deck, and shaped on an are having the hinge pin 10 as its center, (see Fig. 2) whereby to provide an antifrictional contact between the deck house 15 and the pontoon, during the swinging movements of the latter with respect to the barge.

As well illustrated in Figs. 3 and 5, the pontoon B is provided at its front end with a coupler housing 19, extending upwardly from the deck, the front end of said housing being flush with the front end of the pontoon B, and the rear end 20 thereof extending towards the rear end of the pontoon. A

30 is a section on the line 3030 of is a section on the line 31-31 the vertically elongated coupler opening is formed in the front end of the housing 19 and the pontoon B, as best illustrated in Figs. 3, 8 and 9, the front portion of said socket being spanned by a formed steel plate 20, carrying a vertically-elongated female coupler member 2],, provided with a socket 22 at its rear, adapted to operatively receive the hooked portion of the end of the male coupler member, to be hereinafter described.

Now referring to Figs. 1 and 6, it will be noted that the rear end of the barge A is also equipped with a coupler housing 23, also provided with a vertically-elongated opening through which projects the head of the male coupler element 24, said element carrying the usual spring controlled coupler lip 25, adapted to enter and be retained in the socket 22 formed in the female coupler 21. In coupling the barges they are manipulated by power boats until the lip 25 of the male coupler is pressed against the projecting end of the female coupler, thereby causing the mean bers to snap into locked position.

As has hereinbefore been stated, one of the objects of the present invention is the provision of means for so sealing the water spaces between the connected barges, that the water contained in said space may be carried along or dead-headed, and it is also important that the space be sealed between the rear end of the pontoon B, and the front end of the barge A. Referring to Figs. 3 and 5, it will be noted that the rear end of the pontoon B, and the front end of the barge A are provided respectively, with end plates 26 and 27 which are at right angles to the sides of the barge and pontoon bodies, and which carry the hinge members 11, 11, but that the said plates are slanted backwardly at 28 and 29, on each' side of the pin 10, to form spaces, between the barge and the pontoon, which are sub stantially triangular in cross-section, as best illustrated in Fig. 5. Pivotally connected at 30, to each rear corner of the pontoon, is a metallic plate 31, of substantially the same vertical height as the pontoon B, said plate 31 being extensible into a laterally restricted housing 32, provided adjacent each corner, on the front of the barge, the housings 32 being rearw-ardly elongated to permit movementof the plates 31 therein, during the swinging movement of the pontoon B around the hingepin. 10, as will be understood.

Carried by the rear end of the bottom of the pontoon is a supporting sill 33, formed of two channel rails 34, 34, extending transversely of the pontoon, and connected by steel plates 35, 35, as best shown in Fig. 11, the hinges 11 being secured to said sill. The lower portion of the bow of the pontoon is formed of a steel plate 36 which is inclined upwardly towards the front, the rear end of the plate 36 being bolted to the sill 33, and extended thereunder at 37, and being continued to project into a 'on each side with an will move the horizontally-disposed, vertically-restricted housing 38, formed in the bottom of the barge A. The extension 37 of said plate36 is arcuate-shaped on its sides, whereby to permit of movement of the extension in the housing 38, under the swinging movement of the pontoon relative to the barge A. In view of the foregoing it will be noted that the space between the pontoon and the barge is effectively sealed on both sides and below against any such constant flow of water therebetween, as to be likely to adversely affect the progress of the barge through the water.

It is of course equally important to seal the water space between the front end of a pontoon and the rear end of a connected barge, and, for this purpose, a gate 39 is pivotally connected at 40, to a bracket 41, secured to the sill 33. The gate 39 is braced by angle irons 42 at its sides and ends, and is provided upwardly extending wing 43, adapted, when in its uppermost position, to embrace the outer sides of the pontoon. The means for vertically moving the gate 39, comprises a rigid arm 44, non-rotatively secured to a shaft 45, trunnioned in brackets 46, 46 mounted on the gate 39 immediately adjacent the front angle iron 42, as best illustrated in Figs. 8 and 11. The upper end of said arm 44 extends behind the female coupler member, and carries a pivot pin 47 trunnioned in brackets-48, provided on each side of a sliding block49, said block being provided on its vertical central axis with an internally screw-threaded aperture adapted to operatively receive a vertically extending screw 50, mounted for rotation in trunnion brackets 51, 52, located, respectively, above and below the pontoon deck. The top end of the screw 50 is provided with an operating head 53, adapted for co-operative engagement with a crank handle 54, shown in dotted lines in Fig. 11, and full lines in Fig. 20, an aperture being provided in the top of the housing the. socketed portion of said handle. The block 49 is vertically movable in a track formed by a channel member 56, secured to the body of the pontoon B, being retained in said track by'bars 57, 57, secured to the side flanges on said member 56 and fitting in vertical slots provided on each side of the block. Obviously when the handle member 54 is engaged with head 53, a rotation of the former gate 39 upwardly or downwardly, dependent upon the direction of such rotation.

The rear end of the barge A is provided with a gate member 58, of a construction similar to the gate 39, and pivotally connected at 59, to brackets 60 suitably secured beneath the rear end of the barge, as illustrated in Figs. 4, 6, 13 and 14, upwardly extending wings 61 being carried by the gate 58, similar 19 (see Fig.3) adapted for entry of to the Wings 43 on the gate 39. A lifting arm 62, is rigidly secured to ashaft 63, trunnioned in brackets 64 carried centrally of the front rail of the gate 58, the top end of said arm 62 carrying a head 65, pivoted to a fixed bracket 66, carried by a slidably mounted block 67 as shown in Fig. 13. Referring to Figs. 6 and 7, it will be noted that the shaft 68 of the coupler head 24, extends rearwardly through a rearwardly-elongated coupler housing 69 carried by the block 67, the extreme inner end of thehousing 69 being cut away to form a trough 70, exposing the extreme end of the coupler shaft 68. It is desired to permit a yieldingly resisted rising and falling movement of the extreme end portion of the coupler shaft 68, and, to cushion'the said end, a yoke 7l'is seated on the floor of the trough 70, and acoupler collar 72, having upwardly-extending, cylindrical members 73 at its sides, is positioned over the end portion of the shaft. Each of the cylinders 73 carries a spring actuated plunger 74 carrying a stem 75 extending through the top wall of the cylinder, and a spring 76 is compressed between said Wall and the plunger 74, the latter contacting the flat edge 77 of the trough 70, the structure acting as a shock absorber when the coupler head 24, after being depressed, is again returned to normal position. A locking bolt 78 extends through the collar 72 and 71, retaining them in assembled posi tion around the shaft 68. This structure automatically returns the coupler shaft to normal position, allowing about 15 degrees rolling'movement. If such rolling movement should ever shear the bolt 78, the yoke 71 could not become lost, but would be retained by the trough 70.

It is desired that, in the coupling operation, the head 24 be permitted a limited rearward longitudinal movement within the block 67, and the diameter of the shaft 68 is therefore reduced with respect to the aperture in the block 67, and shoulders provided on the block and the shaft, between which shoulders is positioned a coiled compression spring 79, op-- erating as a buffer to absorb any shock tendmg to push the head 24 rearwardly, and

automatically restoring said head to normal position.

The coupler may be provided with the usual pin 80 (see dotted lines Fig. 13), if this type of coupling is to be used, said pin being raised and lowered by a pin chain 81, secured to a handle 82, said handle normally resting on top of the housing 23, or the chain 81 may obviously have its end so connected to the coupler lip 25, that a pull on the chain will move the lip to open position.

Vertical movement is-imparted to the block 67, and hence to the arm 62 secured thereto, by two screws 83, 84, which. are extended through screw-threaded apertures provided in the block, one on each side of the'coupler shaft 68, as best illustrated in Fig; 6.. The lower ends .of the screws 83, 84, are rotatively mounted in a metallic bracket 85, here shown as formed integral with the stern of the barge A, the customary bushings, washers and retaining nuts being provided as shown in Fig. 14, to facilitate rotation of the screws, and to prevent vertical movement relative to the bracket 85. The upper ends of the screws 5, 84, extend through proper bushings and into a gear box cover 86, provided in'the top portion of the housing 23, and each-screw carries a worm gear 87, in operative mesh with a gear 88, extending between the two gears 87. The gear 88 is mounted on a horizontally-extending operating shaft 89, having bearing in a socke'ted bracket 90, said bracket having an opening 91, through the rear wall of the housing 23, whereby to permit the insertion of the crank handle 54: (Fig. to allow the sockets 54' in said handle to engage a pin 92 extending laterally of said shaft 89. Rotation of the shaft 89 in one direction will obviously rotate the screws .83, 84:, and raise the block 67, the coupler mechanism, and the gate 58, and a reverse rotation of the shaft 89 will depress the coupler mechanism and gate, as will be understood.

As will be noted in Figs. 6 and 22, the block 67 is slidable in a track provided by channeled members 98, 93, formed of steel, and

rigidly bolted or riveted to the steel walls of the recess formed in the stern of the barge A. Said members 93 are each provided with a pair of parallel, integrally-formed flanges 94, adapted to slidably receive a side of the block therebetween, and it is to be understood that any tractive force exerted upon the coupler 24, either forwardly or rearwardly, will be transferred, though the block 67, to either the front or rear flanges 94.

Figs. 3, 15, 16,17 and 20 illustrate other mechanisms utilized in facilitating swinging movement of the pontoon B, and also in rigid- 1y securing the pontoon 13 against such 1novement relative to the barge A. As shown in Fig. 3, each front corner ofthe deck house overhang carries a triangular-shaped platform 95 at its lower edge, and a hollow metallic post96, preferably covered with wood or other material provided with cable sockets, is located at the front apex of said platform, extending through an opening therein, and terminates in a bracket 97, in which is trunnioned a roller 98, seated on a track 99 laid on the deck of the pontoon, said track being in the shape of an arc with the pin 10 as its center. The post 96 is equipped with a screw cap 100, held in position by a pivotally mounted keeper 101, a metallic cover plate 102 being removably secured in position over the cap 100. The interior of the post 96 contains a supply of lubricant for the roller 98. A hollow shaft 103 extends into bearing provided in the edge of the platform 95, ad-

'thrust and draw-back jacent the trunnioned ably formed in a metallic casting 108,

extending through the deck plate. The track 107 is of the configuration illustrated in Fig. 20, being narrower at its middle horizontal center, and expanded at its ends. Normally the cam 105 is not engaged in the rack 107, but, when it is desired to lock the pontoon against swinging movement relative to the barge A, the crank handle 54 is inserted into the projecting end 109 of the shaft 103, until the notch 54: on the handle engages the pin 110 located interiorly of the shaft, and a rotation of the handle willproject the cam 105 into the track 107, it being noted that the construction of the cam and track will prevent withdrawal of the former by vertical pull, and that the only possible disconnection is by a reverse rotation of the shaft 103. When the pontoon B is so secured to both of the platforms 95, it is clear that swinging movement of the former is prevented. A drain pipe 111 extends from the bottom of the track, and exhausts through the rear wall of the pontoon, to take care of any water or sediment which might otherwise prevent easy entrance of the locking cam thereinto.

It is to be here noted that the crank handle 54, and the shafts 53, 89 and 103 are so proportioned and equipped, that the one handle may be used to actuate any one of said shafts.

It will be observed'that the coupler construction herein described offers many advantages, because of the fact that the female member is greatly'elongated, and the male member is vertically movable, thereby permitting pivotal coupling of two barges so loaded as to cause varying displacements, as illustrated in Fig. 2. The coupling-operation is of course greatly facilitated by the means for positively swinging the pontoon relative to the barge,'since such mechanism enables the operator to direct the female coupler towards the male member, when the barges are approaching for coupling contact.

Obviously, also, the sealing of the water space between the pontoon and the connected barges is extremely important in eliminating the flow of water between the members, and in practically eliminating all undesirable end retardents, the bottom sealing plates being adapted for manipulation so that a substantially straight keel line may always be maintained between connected boats, even though one boat is of greater displacement than the other'.

While we have here described the pontoon .secured to the rear end of the B as connected to the-front of the barge A, thereby indicating that the pontoon precedes the barge in actual navigation, it is clearly obvious that the pontoon may be pivotally barge, and operate, as described, with equal efliciency, and, in some cases, being of greater utility when located at the rear, since it could then better operate as a rudder, being controlled by the deflecting mechanisms hereinbefore referred to. In practically all cases, when a single barge is being pulled by a tow boat, the pontoon is at the rear. In Fig. 33, we have shown means for positively moving the pivoted pontoon B whereby to facilitate the operation of coupling the latter to the adjacent barge, or to more easily control the operation when the pontoon is used as a rudder. In these figures of the drawings, a chain 109, fastened to the barge, is trained around pulleys 110, 111, located on opposite corners of the movable pontoon B, several turns of said chain being made around a toothed pulley 112, attached to operating shaft 113, extending upwardly into the deck house, and provided on its upper end with a beveled pinion 114:, a bracket 115 properly supporting said shaft. A vertically disposed hand wheel 116 is rotatably. mounted in the deck house, and carries a shaft provided with a gear 117, in mesh with said pinion 114, whereby rotation of the wheel 116 will cause a pull on one of the pulleys 110 or 111, and swing the pontoon B, as will be clearly understood, this construction greatly facilitating the operation of coupling the barges one to the other.

A connected chain of barges provided with the pontoon members A easily accommodates itself to the winding and tortuous channel of a waterway, since every unit of the chain is provided with a flexible link, in the pivotally connected pontoon B. Obviously therefore, since the one barge is pivotally coupled to the next barge, and each barge carries a pivotally mounted pontoon, the number of pivotal points in a chain of connected barges is doubled from normal, and such chain most easily and flexibly accommodates itself to the channels.

Modifications of the structure herein described may be suggested to those skilled in the art, but our invention covers all embodiments falling fairly within the scope of the appended claims.

We claim a 1. A boat structure having a floating pontoon pivotally secured thereto, and having a portion overhanging said pontoon, and

. antifriction devices positioned between said portion and the deck of said pontoon.

2. A boat structure having a pivotally connected pontoon at one end, and a coupler member at its other end, said pontoon being provided with a coupler member comple mentary to the member carried by said boat.

3. A boat provided with a longitudinally and horizontally-extending plate pivoted to the bottom portion thereof, and an angularly extending wing carried on each horizontal edge of said plate, substantially as and for the purpose set fort 4. A boat provided with a longitudinally and horizontally extending plate pivoted to a coupler member vertically slidable in atrack, said member being also mounted for limited longitudinal movement, and means resiliently resisting such longitudinal movement.

7. A boat provided with a coupler member mounted for vertical, longitudinal and rotative movement, substantially as described.

8. A boat provided with a. coupler member mounted for vertical, longitudinal, and rotative movement, and means for resiliently resisting such longitudinal and rotative movement.

9. A boat structure having a floating pontoon pivotally connected thereto, and means for locking said pontoon and boat against relative pivotal movement, said means comprising a locking member carried by the boat and movable into a retaining socket carried by the pontoon member.

10. The combination, between two floatable boat members, one overhanging the other, of a locking member carried by one boat and adapted for movement to engage a co-operating locking member carried by the other boat.

11. A boat having a floating pontoon pivotally connected thereto, means for sealing the water space between said boat and pontoon, means for coupling said pontoon to another boat, and means for sealing the water ipace between said pontoon and said other oat.

12. The combination between two connected boats having a water space therebetween of a plate pivotally secured to the bottom portion of each boat and extending towards the end thereof, each plate being provided on each of its horizontal edges with an angularly extending wing, and means for raising and lowering said wings.

13. Aboat provided with a longitudinally and horizontally extending plate pivoted to the lower portion thereof, an'arm pivotally secured to the front end of said plate, andmeans for applying power to said arm where- .block vertically slidable in by to raise and lower said plate, said means comprising a block connected to said arm and movable in avertical track above the latter.- and means for vertically moving said block in said track.

14. A boat provided with a lon itudinally and horizontally extending plate pivoted to the lower portion thereof, an arm pivotally secured to the front end of said plate, and means for applying power to said arm whereby to raise and lower said plate, said means comprising a vertically extending track located above the outer end of said plate,- a block connected to the upper end of said arm, a screw extending vertically through said arm and means for rotating said screw to move said block vertically in said track.

15. A boat having the bottom at one end upwardly inclined from its keel, a longitudinally and horizontally extending plate pivotally secured to the keel, and shaped to fit the inclined bottom of said end, a Wing carried by each side edge of said plate, and means for raising and lowering the free end I of said plate.

16. A boat provided on its end with a vertically extending track, a coupler member mounted for movement' in said track, a longitudinally and horizontally extending plate 1 pivotally secured to the lower portion of said boat, means connecting the free end of said plate to said coupler member, and means for causing vertical movement of said and the connected plate.

17. A boat coupler installation comprising a vertical track carried by the boat, a block vertically slidable in said track, a coupling member extending transversely through said block, and a coiled spring mounted between member i said member and said block and having one of its ends abutting a stop formed on the member or on the block.

18. A boat coupler installation comprising a vertical track carried by the boat, a said track, a coupling member extending transversely through said: block, a coiled spring mounted between said member and said block and ha ing one of its ends abutting a stop formed on the member or on the block, and means for causing vertical movement of said block in said track.

19. A boat coupler installation comprising a vertical track carried by the boat, a block vertically slidable in said track, a coupling member extending transversely through said block, a coiled spring mounted between said member and said block and having one of its ends abutting a stop or on the block, and means resiliently resisting rotative movement of said member.

20. A boat coupler installation comprising a vertical track carried by the boat, a block vertically slidable in said track, a coupling member extending transversely through said' formed on the member block, a coiled spring mounted between said; member and said block and having one of its ends abutting a stopformed on the member or on the block, and means resiliently resist ing rotative movement of said member, said means comprising spring controlled plungers carried by the rear end of themcmber, and bearing on fixed abutments on said block.

21. A fleet composed of a plurality of'boat units connected end to end, each unit being composed of two pivotally connected float able sections, and means for sealing the water space between the ends of the two sections of each unit, comprising vertically and hori-- zontally positioned plates secured to one section and. sli'dably positioned in appropriate housings formed in the other section. I

22. A fleet composed of a plurality of boat units connected end to end, each unit being composed of two pivotally connectedfloatable sections, and means for substantially sealing the water space between the ends of each two units, comprising longitudinally andhorizontally' extending plates pivotally connected to the lowerportion of each unit, and provided with upstanding wings in parallelism with the sides of the connected units.

23. A fleet composed of a plurality of boat units connected end to end, each unit being composed of two pivotally connected floatable sections, and means for sealing the water space betweenthe ends of the connected sec tions and additional means for substantially sealing the water space between the ends of the connected units.

24. A fleet composed of a plurality of units connected end to end, each unit carrying a longitudinally and horizontally extending plate pivotally secured to its lower surface and adapted for movement to bring its outer end into substantial contact and alignment with the lower surface of the connected unit, substantially as and for the purpose set forth.

25. A fleet composed of a plurality of units connected end to end, each unit carrying a longitudinally and horizontally extending plate pivotally secured to its lower surface andadapted for movement'to bring its outer end into substantial contact and alignment with the lower surface of the connected unit, and means for varying the vertical position of said outer end.

26. A fleet composed of a plurality of units pivotally connected end to end, each unit being equipped with means for sealing the water space between it and the connected unit, and being formed of two pivotally connected fioatable sections, said unit being also equipped with means for sealing the water space between said sections.

27. Coupling means for connecting two boat units, comprising a vertically elongated recess at the end of each boat, an elongated female coupler member at the front ofthe recess on one unit, a vertically movable male 

